Fluid governor



J. G. RAMSEY FLUID GOVERNOR Jan. l, 1946.

Filed May l2, 1941 ATTORN EYS Patented Jan. 1,'1946 FLUID ciovrmsonl 'James o.. mamy, Bumm, kan. Appunti@ May lz, 1941, sei-uu No..,sss,i42

` 2 claims. (ci. 1st-14o) This invention relates to fluid governors for controlling the maximum speed of motor vehicles and has for an object to provide a fluid governor having a hinged valve controlling the outlet of a by-.pass from the pressure chamber connected to an adjustable operating lever through the medium of a tension device which can be adapted to conne' the valve to a predetermined open position to control the speed of the vehicle.

A further object is to provide a uid governor having ventilatingmeans to compensate for expansion and contraction of the fluid dueto temperature changes. s

A further object is to provide a device of this character which will be formed of a few strong,

simple and durable parts, which will-be inex' pensive to manufacture, and whichl will not easily y get out of order.

of this specification- Figure 1 is a plan view of a fluid governor constructed in accordance with the invention.

Figure 2 is a longitudinal sectional view oi.' the governor taken on the line 2-2 of Figure 1.

Figure 3 is a cross sectional view of the governor taken on the line 3-3 of Figure 2.

Figure 4 is a cross sectional view of the governor taken on the line i-d of Figure 2.

Referring now to the drawing in which like characters of reference designate similar parts in the various views, II) designates a. casing having a filling spout II closed by a flanged cap I2 which is threaded onto the-spout and is providedl with a Ventilating opening I3.,

A partition I4' divides the casing into a, pres,- sure chamber I5 and a uid reservoir I6. The partition is .provided with a fluid inlet opening Il, establishing communication between the reservoir and the pressure chamber, and the partition is also provided with a bil-pass opening *I8 through which fluid escapes from the pressure chamber into the uid reservoir.

The flow of fluid through the by-pass I8 is regulated by a plate valve 20, best shown in Figure 4, disposed in the reservoir and adapted to seat on a valve seat 2| formed on the reservoir side of the by-pass. The valve is provided at one end laterally of the by-pass with a hinge eye 22, and a pivot shaft 23 is engaged vertically through the eye and fixed to the shaft by a pin 24, best shown in Figure 3. The lower end of the shaft is journalled in a bearing opening 28 formed in `aconvex semi-circular pump cylinder wall 26 which is integral with the partition. The upper end of the pivot shaft projects through the top of the casing III and is equippediwith a short arm 21 and a long arm 28, best shown in Figure l, having respective hubs 29 and 30, best shown in Figure 3, which are sleeved on the projecting end of the pivot shaft. The hub of the long arm is loose on the shaft, while the hub of the short varm is fixed tothe shaft by a pin II, best shown in Figure 2, to rigidly secure the short arm to the pivot shaft.

A rod 32 is pivotally connected to the outer end' of the long arm, as shown at`33. The opposite end of the rod is connected to the lever 32', cooperating with the segment 33', having a series of notches 34 for holding the lever in its adjusted.

position and each notch representing a different speed.- Pivotal movement of the long arm is transmitted to the fixed short arm by a pin 3,4, wvwhich is pivotally connected at one end to the long arm, as shown at 35, and is loosely engaged throughl an eye 36 disposed on the end of the short arm. A helical spring 31 is sleeved on the pin betweenthe long arm and the eye 36. A knurled nut 38 is threadedly engaged on the end of the pin outside of the eye 36. i'

Superposed pump gears 39 and 40 are xed tofrespective shafts 4I and 42, which are journalled in bearings in the side walls of the casing, as best shown in Figure 3. Both gears interiit,l as is usual and the lower gearfrotates against a semi-circular pump cylinder' wall 43. The shaft of the lower gear projects through the' Iwall of the casing. I0 and is equipped with a driving pulley 44, best shown in Figure 3, which may be connected by a belt drive to the speed responsive shaft of the vehicle such as the main drive shaft.

The casing is providedwith a cylinder 45 which forms an extension of the .pressure chamber I5.

A piston 46 floats in the cylinder 45 and is responsive Ito variations of uid pressure in the iiuid chamber.l A peripherally threaded disk 41 forms the outer end wall of the cylinder and is provided with a hollow nipple 48, which is threadedlyengaged in one of the branches of a fourway coupling 49.

A cylinder 50 is secured to a stationary bracket 5I adjacent vthe carburetor feed conduit I2. The cylinder is closed at one end by a peripheraily threaded disk 53, having a hollow nipple 5i which is threaded into abranch of the tour-way coupllng in alignment with the nipple l A piston 55 floats in the cylinder 50. A link 56 is connected to the piston and to the crank arm 51 ofa governor valve 58 in series with a conventional throttle valve. .A helical spring 56 is sleeved on the link and is held under compression between the piston 55 and a stop ange 9 formed on the free end of the cylinder. A rubber bellows 60 forms the end of the cylinder and is connected to the ange 6 at the wide end, the smaller end 6I of the bellows being bored to receive the lilik 56 of the throttle valve crank arm. The bellows permits the link to swing the crank arm under iniiuence of the piston 55.

A cylinder. 62 is threaded onto one of the branches of the four-way coupling 49. A screw plug 63 closes the last remaining branch of the coupling. The cylinder is provided with a piston 64 which oats therein and is normally urged outwardly by a helical spring 55 which is coniined under tension between the piston and the branch of the four-way coupling to which the cylinder is secured. An adjusting screw 56 is engaged through the end wall 61 oi the cylinder and abuts the piston v64, The four-way coupling and the lower end oi' the cylinder 52 below the piston therein, as well as the cylinder 45 secured to the casing I0, and the cylinder 5D secured to the bracket 5l, between thepistons 46 and 55, are iilled with fluid. 'I'he piston 48 responds to any increase of pressure in the pressure chamber and through the medium of the fluid between it and the piston 55 will move the piston,55 to close the throttle valve 58. Conversely, the piston l5 responds to any decrease ,in pressure in the pressure chamber and recedes toward the pressure chamber, to be followed in the same direction by the piston 55 under influence of the spring 59 to open the throttle valve 58 through the medium of the link 56. The cylinder 62, piston 64, spring 65 and adjusting screw 56 constitute means by medium of the hand lever 32 to regulate the maximum speed of the engine. Ihe valve 20 is set at dierent distances from its seat 2 l, the particular distance depending upon the maximum speed at which the engine is to operate. During the operation of the engine, the spring 59 tends constantlyto move the valve 58 in the direction of its fully opened position, the movement of the valve by the spring being regulated and controlled by the speed of the pump elements 39 and 40 and the distance of the valve 20 from`its seat 2l. During the operation o! the engine, there is always suliicient pressure within the chamber I5 to prevent the opening of the valve 58 by the spring 59 beyond the required degree, the degree of pressure within the chamber depending upon the speed of the pump elements 39 and 40 and the position of the valve 20 with relation to its seat 2 l. When the speed of the engine increases beyond the maximum, the pressure within thev chamber I5 increases sufdciently `to move'L the valve toward its closed position, tc eiiect a'reduction in engine speed. The valve 20 may be set to create a pressure ci 5 lbs. within the chamber I5 when the crankshaft ot the engine is rotating at'1500 R'. P. M. should the speed ot the crank shaft increase, as for instance, to 1550 It. P. Il.. as would occur on down grade, the pressure would increase inthe chamber Il to approximately l pounds. This increased pressure would force the piston 55 in a direction to move the valve Il in the direction oi.' its closed position. 0n the re duction of the crankshaft speed to 150i) R.. P. M.. the pressure within the cylinder would decrease. with the result that the spring 5I would return the valve 58 to its set position. If higher engine.

l. A valve controlling mechanism comprising a cylinder, a piston in the cylinder connected to the valve, a spring be'aring against the piston tending to move,f the vpiston in a direction to eiiect movement of the valve in the direction of its fully opened position, a fluid pump having a pressure chamber and a reservoir chamber and a bil-pass between said chambers, the pump being adapted to be driven at various speeds and adapted to increase the pressure in the pressure chamber with increase of speed, the pressure chamber communicating with the cylinder whereby increase'ln the pressure in the pressure chamber acts in opposition to the spring to cause movement of the valve toward closed position, and a valve for the vby-pass manually adjustable to regulate the pressure in' the pressure chamber.

2. A valve controlling mechanism comprising a cylinder, a, piston in the cylinder connected to the valve, a spring bearing against the piston tending to move the piston in a direction to e!- fect movement of the valve in the direction of its fully opened position, a second cylinder communicating with said rst cylinder, -a piston in said second cylinder, a third cylinder angularly re lated to said first and second cylinders and communicating therewith at a point between the pistons. a third piston in said third cylinder, said cylinders containing a uid between the pistons to establish an operative relation between the pistons, means for adjusting said third piston axially of its cylinder to effect a. spacing ot the said first and second pistons, a/ iiuid pump having a pressure chamber and a reservoir chamber and JAMES, G. Ramsay. 

